Engine-starter.



J. DESIVIUND. ENGINE STARTER.'

J. DESMOND.

ENGINE STARTER.

APPLICATION FILED AuG.2.1915.

Patented M21. 27, 1917.

4 SHEETS-SHEET 2.

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J. DESIVIOND.

ENGINE STARTER.

APPLICATION FILED Aue.2, I9I5.

Patented Mar. 27, 1917.

4 SHEETS-SHEET l INVENTOR 5W f-ov/m @e5/77000,

"invention will be onirica.

JOHN'DESMOND, OF DETROIT, MICHIGAN, ASSIGNOR T0 GRAY-HAWLEY IVIANITIEU'LC- TUBING COMPANY, or DETROIT,

MICHIGAN, A CORPORATION F MICHIGAN.

ENGINE-STARTER.

i Speci'cation of Letters Patent.

Patented Mar. 27, 1917.

Application filed August 2, 1915. Serial No. 43,293.

To al@ whom i1; lmay concern.'

Be it known that I, JOHN DEsMoND, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented a new and useful Engine-Starter, of which the following is a specification.

The present invention relates to starters for internal combustion of its objects are to provide in a device operated by compressed air, an improved pis- .ton and crank construction; means for effectually sealing the joint between the starter crank and the cylinder in which the piston travels; means for connecting the starter shaft to the starter crank in Such manner as to be driven by the latter in one direction and to turn freely direction; a pump, inclosed in the starter casing, for compressing air by which the piston is driven; a removable Cylinder for the pump; means for securing the starter to a motor vehicle of known construction; and clutch means for connecting the engine shaft to the starter shaft. The nature of the more fully understood from the following description and the drawings, in the latter of which,

Figure l is a fragmentary plan view of the front end of a motor car showing a. preferred embodiment of my invention. Fig. 2 is a section on the line 2-2 of Fig. l. Fig. 3 is a horizontal section through the incased portion of the starter. F ig; 4 is a section on the line 4A of Fig. 3, parts being broken away. Fig. 5 is a. fragmentary section on the line 5 5 of Fig. 3. Fig. 6 is a fragmentary section on the line 6-6 of Fig. 4. Fig. 7 is a fragmentary section on the line 7 7 of Fig. 1.

Similar reference characters refer tolike parts throughout the several views.

In the embodiment of my invention shown, l indicates the channeled a well known type of motor vehicle, between the flanges of which the front spring 2 is received and retained by the usual U-bolts 3. These bolts pass through the ears 4 of a bracket 5 having a seat in which rests a sleeve 6 carried by the front end of the engine support 8. The latter may be flanged engines, and somel in respect there# -to when driven from the engine in the same front cross bar of at 9 and l0 to prevent longitudinal movement through the bracket, and a cap l2, held in place by the bolts 13, retains the engine support in position.

The engine shaft is provided with the usual fan pulley 16 upon the hub of which is secured, by means of the cross pin 18, a'

hollow clutch member 19 in which is slidably mounted the rear end 2O of the clutch shaft 21. A bushing 22 may be interposed between the clutch member and clutch shaft if desired. It will be seen that the clutch shaft extends through the bushing 6 and has its front end slidable on the squared end 23 of a starter shaft; it is also circumferentially grooved at 25 for engagement with the ends 26 of a yoke lever 27, that may be plvoted at 28 to lugs 29 formed on the starter casing. Upon the starter shaft is rigidly secured a clutch member 31, the rear face of which has teeth 32 (each preferably having one of its edges beveled at 33) for engagement with teeth 34 on the clutch member 19. A spring 35 (Fig. 7) normally tends to throw the clutch shaft rearwardly, butits length is preferably such as to cause substantially no pressure on the wall of the groove 25 when the clutch members are in engagement, thus avoiding the friction that would otherwise result. When it is desired to disconnect the clutch shaft from the e11- gine shaft, pressure is applied in any suitable manner to a link 36 pivoted at 37 to the end of the lever 27.

As indicated in Fig. 3, the starter shaft consists of two sections-a rear section 38 and a front tively, with crank disks 40 and Lll-mounted in bushings 42 carried by the sections 43 and 44 'of the casing; and the interior of the latter is bored out circumferentially to form a cylinder 45, preferably circular in crosssection.

The sections of the casing may be secured together by screws 46, while the section 13 may be provided with the rearwardly projecting slotted lugs 48 that inclose the rcduced threaded ends 49 of the nuts 50 by which the usual nuts on the front end of the U-bolts 3 are replaced. If desired, nut locks 52, having openings of the proper shape to admit the nuts and having their section 39, provided, respec-V ends bent down around the bracket 5, may be used to retain the nuts in any given position; and the upper ends of the nuts 50 may be joined by the brace bar 54 interposed between the nuts 55 and the lugs 48. A

Rigidly secured to the starter shaft section 39 is the inner member 58 of an overrunning clutch, the outer member of which consists in an annular ring 59, riveted' at 60 to a crank 61 in which the shaft section is freely rotatable. The connection between the two clutch members is secured by the inclined notches 62 in the inner members and the rollers 63, in a manner well known in4 such devices.

The edge of the crank 61 is received in a slot formed between the sections of the casing, and leakage of air along the meeting surfaces is,preve'ted'by packing rings, each of which may include a iange 65 substantially parallel to the plane of the crank and a flange 66 at substantially right angles thereto, the outer edges 67 of the latter being arranged to receivel the pressure of the air within the cylinder, whereby the correspondingJring is thrust against the crank.

rejecting from the crank into the cylinder 45 is an -arm 70 (Figs. 4 and 6) that may be received in a slot 71 formed in the body portion 72 of a piston, to the base 73 of which is attached, by means of the cupped Stamping 74 and screw 75, a cupped washer 76 of rubber or other suitable material. The end of the piston opposite the washer may be flanged at 78 to form a guide. j

Air being admitted through the pipe 79 and valve 7 9EL from the tank 79b (diagrammatically shown in Fig. 4), located at any convenient point on the vehicle, the piston reciprocates between the fixed abutment 79', secured to the casing by the bolt 80, and an adjustable abutment 81, the bolt 82 of which may pass through any one of the holes 83. This capacity for adjustment is particularly important in that it allows the use of a long stroke in winter under relatively difficult starting conditions, and a shorter stroke in summer, with a resultant economy in the ,use of compressed air. A cushion 84 of cork or other suitable material may be provided to receive the impact of the end 78 -of the piston; and an opening 85 may be provided through the cushion and adjustable abutment to allow the entrance to and escape of air from the space between the piston and the abutment. A passage` 86 affords communication of the space between the abutments with the atmosphere. Upon reaching the end of the stroke, the air is shut off, and the piston and crank are returned to their initial position by a coil spring 90, one end of which is anchored to the casing at 91, the other end being secured to the hub 92 oft, the crank by a screw 93.

Oil may be supplied to the interior of the v.the tank to the pipe casing through a passage 94 (Fig. 3), no rmally closed by a plug 95.V

In order to replenish 7 9", the casing is shaped, between the abutments, to receive the cylinder 97 which may be spaced slightly from the casing at 98 and may have its outer end inclosed by the cylinder head 99 secured inrplace by the screws 100. The head is preferably bored out to form a seat 101 against which a check valve 102 is normally held by the spring 103. A cap 104 threaded to the head retains the spring and valve in place and serves for the attachment of a pipe 104a that leads to the air tank 79h.

Arranged to reciprocate in the cylinder 97 is a hollow piste-n 105 which is driven from the crank-pin 106 (that joins the disks 40 and 41) by an ordinary connecting rod` 107 and the cylinder is provided with holes 108 through which air is admittedl as the` piston reaches the end of its suction stroke@ O per-ation.

the air in the tank* The link 36 is normally held against thego tension of the'spring 35, atthe limit of 'its rearward movement, in any desired manner, and is released for forward movement when it is desired, to start the engine. Thel spring 35, in drawing the link forwardly, thrustsbackwardly on the clutch shaft, thus bringing the teeth 31 into engagement vwith the teeth 34. In case the teeth on the two clutch members are not quite in alinement, the continued pressure of spring, together with the beveled edges 33 of the teeth, insures a ready reception of the one by the other.

Compressed air now being admitted from 79, the piston is shot forward in the cylinder in the direction indicated bythe arrow in Fig. 4, and the resulting tendency of the crank 61 to turn the outer member 59 clockwise (Fig. 4) about the inner member 58, causes the rollers 63 to move into the narrow portion of the notches 62. rlhe piston movement is thus transmitted directly to the starter shaft, and, from that, to the engine shaft to crank the engine.

As soon as the engine starts, the inner clutch member, in turning clockwise (Fig. 4) within the outer member, forces the rollers into the Wider ends of the slots and releases the outer clutch member from the starter shaft.

Should the clutch member 31 be left in engagement with the member 19, the engine now causes a reciprocation of the piston 105, which derives its air through the passages 8 6-98-108 and, through the action of the check valve 102` renews the air in the tank. )Vhen the pressure has reached lthe desired point (indicated by a gage, not shown) the lc'lultcl shaft 21 is thrust forwardly by the in I 6.

It will be seen that, upon vappreciable wear of the cylinder 97, the latter may be readily removed and replaced.

The front end of the starter shaft may be provided with the usual cross-pin 109 for attachment of a hand crank, and may be concealed by a cap 110.

Various changes may be made in the details of construction without departing from the spirit of my invention. I do not, therefore, wish to be limited otherwise than as indicated by the subjoined claims.

l. A starter forv internal combustion engines comprising a casing having a circumferential cylinder formed therein, av pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylinder at a point between one of the abutments and the piston, a valve for controlling the passage of air from the tank to the cylinder whereby the piston may be forced forwardly in the cylinder at will, a starter shaft, a crank connecting the piston to the starter shaft, means for constantly sealing the joint between the crank and the casing, said crank projecting into the cylinder, an air pump carried by the casing and driven from the starter shaft, and a pipe leading from the air pump to in the latter may be renewed.

2. A starter for internal combustion engines comprising a casing having a circum- `erential cylinder formed therein, a pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylinder at a point between one of the abutments and the piston, a valve for controlling the passage of air from the tank to the cylinder whereby the piston may be forced forwardly in the cylinder at will, a starter shaft, a crank connected to the piston and mounted to swing about the axis of the starter shaft, an over-running connection between the crank and the starter shaft, whereby the former may drive the latter in one direction and whereby the starter shaft is allowed to turn freely in the same direction in respect to the crank, an air pump cylinder" carried by the casing, a piston driven by the starter shaft and reciprocating in the pump cylinder, and a pipe leading from the pump cylinder to the tank, whereby the pressure in the latter may be renewed.

A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a pair of abutments for the cylinder, a piston conforming to and movable in the casing, a starter shaft, a crank coaxial with the starter shaft, said crank including an arm gthat' projects into the tank whereby the pressure the cylinder, the piston including a body portion having an enlarged guiding forward end loosely received in the cylinder, said piston being free to swing a limited amount in respect to the crank arm, and means for sealing the joint between the rear end of the piston a-nd the cylinder.

4. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a pair of abutments for the cylinder, a piston ar'- ranged to reciprocate between the abutments, means for admitting compressed air to the space between one of the abutments and the piston to drive 'the latter in a forward direction, one of the abutments being adjustable in the cylinder whereby the stroke of the piston may be varied, a starter shaft, and a crank for driving the starter shaft from the piston.

5. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, means for admitting compressed air to the space between one of the Vabutments and the piston to drive the latter in a forward direction, a starter shaft, the wall of the cylinder having a series of holes spaced angularly about the aXis of the starter shaft, and means, insertible through any one of the holes, for retaining one of the abutments in a desired position whereby the stroke of the piston may be varied, and a crank for driving the starter shaft from the piston.

6. A starter for internal combustion engines comprising a casing having a circum-I ferential cylinder formed therein, a pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylinder at a point between one of the abutments and the piston, a valve for controlling the passage of air from the tank to the cylinder whereby the piston may be forced forwardly in the cylinder at will, a"

starter shaft, a crank connecting the piston to the starter shaft, a detachable pump cylinder carried by the casing, a pipe connecting'the pump cylinder with the tank, a pump pistonreciprocable in the pump cylinder, and means for driving the piston from the starter shaft, whereby the pressure of air in the tank may be renewed.V

7. A starter for internal combustion enginas comprising a casing having a circumferential cylinder formed therein, a pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylceive the cylindrical end of a detachable pump cylinder, means for holding the cylinder in position in the casing, a pipe connecting the pump cylinder with the tank, a

pump piston reciprocable in the pump cyl-r inder, and means for driving the piston from the starter shaft, whereby the pressure of air in the tank may be renewed.

8. A starter for internal combustion engines comprising a casing having a circumferential cylinderer formed therein, a pair of abutments' for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylinder at a point between one of the abutments and the piston, a valve for controlling the passage of air from the tank to the cylinder whereby the piston may be forced forwardly in the cylinder at will, a starter shaft, a crank connecting the piston to the starter shaft, the casing being shaped to receive the end of a pump cylinder, a cap eX- tending over the other end of the cylinder, means for securing the cap to the casing, a pipe connecting the cap to the tank, a piston reciprocable in the pump cylinder, and means for driving the piston from the starter shaft, whereby the pressure of air in the tank may be renewed.

9. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a pair of abutments for the cylinder, a piston arranged to reciprocate between the abutments, a tank for compressed air, a pipe leading from the tank and opening to a cylinder at a point between one of the abutments and the piston, a valve for controlling the passage of air from the tank to the cylinder whereby the piston may be forced forwardly in the cylinder at will, a starter shaft, a crank connecting the piston to the starter shaft, a 'detachable pump cylinder carried by the casing, a pipe connecting the pump cylinder with the tank, a pump piston reciprocable in the pump cylinder, and means for driving the piston from the starter shaft, whereby the pressure of air in the tank may be renewed, said pump cylinder deriving its air from the space between the abutments.'

10. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a piston arranged to move in the cylinder, a starter shaft, a thin disk-like crank co-aXial with the starter shaft and arranged to drive the latter from the piston, the edge of the crank being received in-a slot of the cylinder, and rings for sealing the joint between the cylinder and the crank, each of therings comprising an edge surface against which the pressure of the air in the cylinder is exerted to thrust the ring in a direction parallel to the axis of the starter shaft and into engagement with the corresponding side of the crank. 11. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a piston arranged to move in the cylinder, a starter shaft, a thin disk-like crank co-aXial with the starter shaft and arranged to drive the latter from the piston, the edge of the crank being received in a slot formed in the wall of the cylinder, and rings for sealing the joint between the cylinder and the crank, each of the rings comprising a iange parallel to the plane of the crank, and another {iange at substantially right angles thereto.

formed in the wall 12. A starter for internal combustionengines comprising a casing having a circumferential cylinder formed therein, a piston arranged to move in the cylinder, a starter shaft, a thin disk-like crank co-aXial with the starter shaft and arranged to drive the latter from the piston, the edge of the crank being received in a slot formed in the wall of the cylinder, and rings for sealing the joint between the cylinder and the crank, each of the rings comprising a Vflange parallel to the plane of the crank, and another flange at substantially right angles thereto, said last mentioned flange including an edge surface against which the pressure of the air in the cylinder is exerted to thrust the lring in a direction parallel to the aXis of to the space between one of the abutments and the piston to drive the latter in a forward direction, one of the abutments being adjustable in the cylinder whereby the stroke of the piston may be varied, a starter shaft, and a crank for driving the starter shaft from the piston, abutment having an opening therethrough through which air may escape from in front of the piston during its forward stroke, and the casing being provided with an opening for the admission and escape ofair at a point in the direction of the forward stroke beyond the adjustable abutment.

14. A starter for internal combustion engines comprising a casing having a circumferential cylinder formed therein, a starter shaft, a crank co-axial with the starter shaft, a piston connected to the crank and reciprocable in the cylinder, a pump cylinder arranged radially in respect to the axis of the circumferential cylinder, pumpin mechanism in the pump cylinder, sai mechanism being driven by said crank shaft, and'said pump' cylinder intersecting the circumferential cylinder whereby a compact structure is formed.

l5. A starter for internal combustion engines comprising a casing having a circumi ferential cylinder formed therein, a starter shaft, a crank co-axial with the starter shaft, a piston connected to the crank and reciprocable in the cylinder, a pump cylinder arranged radially in respect to the axis of the circumferential cylinder, pumping mechanism in the pump cylinder, said mechanism being driven by said crank shaft, and said pump cylinder intersecting and extending into the circumferential cylinder whereby a compact structure is formed.

16. A starter for internal combustion engines comprising a casing having a circumferential cylinder, a starter piston movable therein, a crank for the starter piston, a

pump cylinder having its axis arranged radially of and passing through the circumferential cylinder, a pump piston therein, a crank for the pump piston, a starter shaft arranged to be driven by the starter crank and to drive the pump crank,.and an overrunning clutch is allowed to overrun the starter crank.

17. A starter for internal combustion engines comprising a casing having a circumferential cylinder, a starter piston movable therein, a crank for the starter piston, a starter shaft for the crank, vpump mechanism driven by said shaft, said pump mechanism comprising a compressing member which is movable substantially radially of said shaft and into said circumferential cylinder, and an overrunning clutch whereby the starter shaft is allowed to overrun the starter crank.

In testimony whereof I sign this specification in the presence of two subscribing witnesses.

JOHN DESMON D.

Witnesses:

HUGO W. KREINBRING, L. M. SPENCER.

wherebyV the vstarter shaft 

